Rotary engine.



J. R. HARPER. ROTARY ENGINE.

APPLICATION FILED DB0. 7, 1912.

1,098,255. Patendmaye, 1914.

6 SHEETS-SHEET 1.

CDLUMBIA PLANGGRAPM co., WASHINGTON. |:rA c.

uuLuMBlA PLANOGRAPM cn.,\\'AsmNG1-0N, D. C,

J. R. HARPER. ROTARY ENGINE APPLICATION FILED DEG. 7, 1912.

5 SHEETS-SHEET 3.

coLuMBM PLANGGRAPH Co.` WASHINGTON. D. c.

J. R. HARPER. ROTARY ENGINE.

APPLICATION FILED DBO. 7, 1912.

f; I fg JM Vif/We coLuMslA PLANOLIRAPH C0.. WASHINGTON, D 'C4 Patented May 26, 1914.

J. R. HARPER. ROTARY ENGINE.

APPLICATION FILED DB0. 7. 1912.

5 SHEETS-SHEET 5.

CDLUMBM PLANOGRADM CLJ; WASHINGTON. D. c.

Patented May 26, 1914.-

U T i.

JOHN ROBT. HAB-PER, OF SOUTH HACKNEY, LONDON, ENGLAND.

ROTARY ENGINE.

Specification of Letters Patent. i Patentgd lauy 26 1914.

.Application filed December 7, 1912. Serial No. 735,436.

To all @0710mit may concern I Be it known that l', JOHN ROBERT HAR- PER, a subject of the King of Great Britain, residing at 33 Groombridge road', South Hackney, in the county of London, England, have invented certain new and useful Improvements in or Relating to Rotary Engines rlpplicable for Employment as a Pump, Compressor, orthe like, of which the following is a specification.

rlhis invention relates to rotary engines of the type in which a rotary abutment is employed in conjunction with one or more motor disks or rotors which are adapted to engage by means of projections, and corresponding depressions respectively, into which latter the steam or other motive fluid is admitted, the chief object being to economize in the consumption of steam or other motive fluid and thereby increase the efficiency of the engine.

der the various members of the engine fluid tight, to arrange the parts in such a manner as to allow for the expansion thereof and to provide improved means for taking up wear in the various members of the engine.

The apparatus is applicable for employment as a pump, compressor or the like in either of which uses the apparatus is driven instead of acting as the prime mover. Obviously also the apparatus is capable of employment as an internal combustion engine.

An essential feature of the present invention resides in the fact that by means of a by-pass formed in the valve pertaining to the exhaust passage the pressure of the motive fluid is enabled to act on the motor disk or rotor for a larger part of the revolution than heretofore andA the extent or capacity of the exhaust passage on the driving side of the engine is reduced. According to this invention, therefore, the capacity of the exhanst ports or passages leading to the exhaust valves is considerably diminished and the ports or passages are so arranged that the steam or other motive fluid in the depressions in the rotary abutment is adapted to act expansively on the motor disks or rotors for a longer period of the revolution than has heretofore been the case with engines of this character. To this end the exhaust valves are brought into close proximity to the rotary abutment and areprovided with two ports or passages one of Other objects of the invention are to ren- I iwhicli is radially arranged and leads from the periphery or outer surface of the valve to the main exhaust vport and the other of lwhichis arranged circumferentially or on lthe outer surface of the exhaust valve so as to'form a by-pass between two short ports vor passages of small volume formed in the casing of the engine between the exhaust 'valve and the rotary abutment.Y Each valve may therefore be set with the radial port therein in enga gement with one of the ports in the easing so as to place the depressions in the abutment in communication with the exhaust outlet, or, it may be set so that the circumferential port or passage may form a by pass or serve to short circuit the two ports or passages in the casing of the'engine. It will be understood that each exhaust valve is provided with the aforesaid openings and is adapted to act as an exhaust or by pass valve in the manner described.

4 In order that the said invention may be clearly understood and readily carried into effect, I will proceed to describe the same with referencev to the accompanying drawings in which Figure 1 is a vertical section through a simple form of the improved rotary engine. Fig. 2 is a plan thereof with the upper portion of the casing removed. Figs. 3 and 4t are detail views of the operating handles or levers and the internal sleeves for controlling the cut off and reversal of the engine.

Fig. 5 is an end view of the rotary abutment and Fig. 6 a sectional view, the right hand vvportion of which is taken on the line 6 6 of Fig. 5, and the left hand portion on the line 7-7 thereof. Fig. 6a is a back view of a modified form of packing for the rotary abutment. Figs. 6b and 6 are respectively a sectional elevation and an outside elevation of the end of the abutment with the packing applied thereto. Fig. 7 is an end View of another rotary abutment having a modified form of packing members and Fig. 8 a partial longitudinal view thereof. Figs. 9 to 11 are detail views of the packing members. Fig. 9 being a face view, Fig. 10 a section taken on the line 10-10 of Fig. s and Fig. 11 a section taken on the line 11-11. Fig. 12 is a sectional view of one of the rotary pistons. Fig. 13 is a partial plan view of a form of the engine in which the rotors are-balanced on ythe rotor shafts, the v top half of the casing being removed. Figs.

let, l5, and 1G are cross sectional views taken j which they are arranged. The bars or plates on the lines 14e-14e, l5 15, 16 16 respectively, of Fig. 13. Fig. 17 is a sectional elevation of the form of the engine arranged for compound working.

The engine comprises an outer casing a which is divided into suitable sections or parts a, a2, which are supported on its axial line a3, a3 by means of self contained or separately constructed bearers (1.* or their equiva lents. This latter arrangement is of considerable importance as it permits of the several parts yof the casing expanding without at fecting `the axial line o, at of the same, the expansion taking place freely on either side of the axial line. The interior of the casing is adapted to receive a `rotary abutment a and one or more disks or rotors@G which are adapted to co-act with the abutment, in the usual manner, to genera-te power, when steam is admitted to the (zo-acting surfaces thereof. The rotary abutment er, Figs. 5 and G, may be made hollow or solid and its ends are provided with suitable packing pieces o" as which are adapted to make a Huid-tight joint `between the ends of the abutment and the casing of the engine. Any suitable number of packing pieces may be provided and they may be formedas circular anged members a7 placed in suitable recesses or openings o formed in the ends of the abutment. rPhe packing pieces may be formed with internal spaces or chambers alo into which springs l? or the like are placed, these latter serving to press the packing pieces against the casing' to make the necessary fluid tight joints. In order to allow of the air or other fluid which may be contained in Vthe recesses or openings uw in the ends of the abutments, escaping when the abutment is heated, suitable vents 7) are provided in the packing pieces a?, is so that all danger of fracture or v.inconvenience owing to the entrapping of the fluid in the said recesses is effectively avoided. rflic packing pieces may be formed as shown in Fig. (3a, and comprise segmental members u. having plain or recessed front faces all'. The rear face i. may be provided with radial ribs a and raised hollow studs 1.15 adapted to tit accurately into corresponding recesses am formed in the ends of the rotary abutment. These hollow studs are adapted to receive spiral springs or similar devices which servo to press the segmental members a. against the casing of the engine.v As the studs a are fitted into the ends of the abutment they pievent the segmental members all being dis` placed by centrifugal action during the rotation of the abutment. Instead of making the packing pieces of circular formation they may be formed as sliding bars or plates b2 of suitable dimensions (Figs. 7 to ll) which are capable of allowing for expansion in their length radially of the abutment a5 in 'thereto in any suitable manner.

i712 are preferably made of dovetail or similar section and are fitted into correspondingly shaped openings o3 formed in the rot-ary abutment. Each bar or plate o2 is formed of two or more parts b4, If which are jointed together' in any suitable manner t-oallow for relative movement. In this connection the adjacent ends of the parts b4, b5 of the packing piece may be overlapped so as to make a broken joint, o Figs. 9 and 10, this joint is maintained by a spring or springs o7 acting on Athe part b5 and serving to maintain it in engagement with the other part o" of the packing piece. t will thus be seen that the packing piece b2 is free to expand along its length, for the aforesaid retaining spring or springs 7)? will allow of such movement taking place. Additional springs may be pro vided for allowing of the movement of the p. cking pieces in a direction normal. to their length and in this manner a perfect compensation for expansion is obtained. Suitable packing' pieces bs may also `be employed for the periphery of the abutment. As previously stated the rotary abutment a may be made solid or hollow and in the, former case its mass may perform the functions of a fly-wheel. rI'he rotary abutment has to be perfectly balanced and if necessary may be lightened at various parts by drilling or boring, the hol-es thus made being plugged at their ends or being arranged so as to receive suitable balance weights for e'ecting the desired adjustment. 1When the abutment is of considerable dimensions the aforesaid holes may be carried rio'ht through the same and the end plugs thereof be provided with suitable vent ho-les or relief valves.

rlhe rotary abutment a5 is formed on or carried by a suitable shaft o which is made hollow so as to allow of the admission of steam to the interior of the abutment, the admission and control of the steam being effected by means of concentrically arranged sleeves or members c, c which enter the hollow shaft o and which are operated from the exterior as will be hereinafter described. The abutment shaft o is provided with conical bearings c2 which are adapted to receive conical members c3 turned solid with the shaft or accurately and firmly fitted The conical bearings c2 may be made solid or in halves and are arranged in housings carried by suitable cross pieces or bearers c4 mounted on vthe supporting framing of the engine. These conical. bearings c2 are spring con trolled and mounted in their housings in such a manner as to allow of axial or longitudinal movement. rllhe conical members n3 on the shaft are retained longitudinally by conical rings or sectors c5 which are retained in engagement therewith by springs of. ln addition to the aforesaid conical bearings the abutment shaft is provided i with ball or roller bearings cT so that the frictional resistance during the running of the shaft is reduced to a minimum.

The shaft b of the rotary abutment a5 is connected through a. 2 to l gearing, bx, with one or more rotoi or motor wheel shafts cs, c which carry the rotor or motor Wheels a which co-act with said abutment to genera-te power from the motive medium. These rotor wheels a6 Figs. l and 12, are arranged so that their axle bodies 01 which are formed by resilient members (Z covering the axles thereof, engage with the periphery of the rotary abutment in a similar manner to the pitch circles of gear wheels. The body 010 of the left hand rotor a, Fig. l, is pressed outwardly by the springs d while the right hand rotor is provided with a body 010 which is retained in position by its inherent resiliency. A tongue or projection (Z2 is formed on each of the rotor wheels a and is arranged to mesh with hollow gaps or openings cl3, Z4 formed in the rotary abutment. The tongue Z2 may be formed as a part of an ellipse or of a circle, the latter form offering a large contact Surface and more effectually preventing the escape. or leakage of the motive fluid. The tip Z5 of the tongue is provided with a dovetailed resilient bar Z6 or other forni of fluid tight jointing member. in the arrangement shown the tongue or projection cl2 on each rotor a would be adapted to engage successively with the hollow gaps or openings d, Z4 in the abutment a? and the tongue and gaps would always register correctly owing to the external gearing connecting the abutment shaft b9 with the shafts 0S, c of the rotors. In order to render the rotors a steam or fluid tight their peripheries are provided with a number of continuous packing rings (ZT (F ig. 12) the outer one Z8 of which on each rotor is made of suflicientthickness to allow of a small rabbet Z9 being made therein so as to compensate for its displacement due to the dierence in expansion between the rotor and the casing. The aforesaid packing rings (ZT are adapted to enter circumferential grooves d10 formed in the casing a of the engine and are retained in position by a suitable junk ring e which is adapted to move freely on the rotor but secured to the casing by a solid ring c, an externally disposed junk ring c2 serving to hold the parts together. By arranging the packing rings in this manner the rotor is free to expand longitudinally or axially without affecting the tightness of the joint between itself and the casing or any other form of labyrinth packing may be used.

The interior of the hollow shaft 719 of the abutment a5 is provided with two concentric sleeves c, c', previously referred to, which constitute the steam controlling device for the engine. Passages or ports c3, c4 are `formed in the two concentric sleeves' and these latter are capable of being set to register with corresponding passages c5 formed in the rotary abutment a5 and these ports lead into the hollow gaps cl3, Z4 formedl therein, so that during the rotation of the abutment motive fluid may pass from the inner sleeve c through the ports in the outer sleeve c into the said hollow gaps toact on the tongues cl2 of the rotors and impart movement thereto.

The rotary movement of the abutment a5 is in conjunction with the sleeves c, c which latter, by means of the external operating handles or levers c6, e7 Figs. 3 and l, are adapted to make a partial rotation in the hollow shaft or axle b pertaining to the abutment7 and which serve to effect the adjustment or variation of the cut-olf and the reversal of the engine; the latter being ac.- complished in a ready and expeditious manner. The inner sleeve c is provided with a piece or with pieces cs, Fig. l, of sectional or segmental formation, same being carried by means of pins or pegs e9 adapted to enter slots or holes formed in the sleeve; the arrangement being such that suicient room is available axially for expansion and facility in properly disposing the said pieces cs. The latter are adapted to make a fit lengthwise in the openings or ports c4 formed for their reception in the outer sleeve o but they are of such a m-easurement transversely or circuinferentially as to allow the sleeves to move angularly for a certain degree, say, a distance equivalent to one sixth of their circumference, thereby acting as a partially rotating valve or shutter. rlhe sleeves c, c are arranged so as to be `capable of being set relatively to each other so that the one may be moved rotatively through a certain limited arc while the other is stationary. Both sleeves are adapted to serve as a stationary and a movable sleeve according to the direction of ruiming.A In working the device, the sleeve which becomes the fixed sleeve, has a fixed admission edge for the steam or other motive uid and this will remain so until the direction of the engine is reversed. Thus the period of admission is set for each revolution. The movable sleeve is actuated rotatively by one of the aforesaid external handles or levers c6, c7 pertaining thereto. The inner sleeve c whereby the shutters es are carried may be regarded as the movable sleeve when the engine is running in the one direction the other or outer sleeve c being the movable sleeve when the engine is reversed or running in the other direction. The sleeves may be provided with notched quadrants @10. Fig. 9. and spring controlled stops j', Fig. 3, in conjunction with suitable indicating means, such as pointers 7 moving over suitable graduated drums or members There is, moreover, provision for limiting the movement to a predetermined degree to correspond with the dimensions of the ports in the sleeves. The movement may be limited by two or more pins or projections f3 on the one member engaging in suitable slots ft formed in the other` member.

lVhen the sleeves are set for reversing the engine the ports c3, e4 therein will be in a position diametrically opposed to that which they assumed for the other direction of running. The setting of the concentric sleeves c, c is effected by moving the levers e6, c7 pertaining thereto over the graduated drums or members f2; the sectors or quadrants @10 serve to lock the levers in the positions to which they are set and with this object in view the levers are provided, as previously mentioned, with spring controlled catches or bolts f which are adapted to engage with suitable slots or notches formed in the sectors or quadrants el". The inner concentric sleeve c is carried beyond the outer sleeve c and the extended portion thereof has another sleeve f5 secured thereto and this latter sleeve is operatively connected to the setting handle or lever c6. The outer concentric sleeve c is also provided with a sleeve f which embraces the portion thereof which extends beyond the extremity of the shaft Z of the abutment a, and this sleeve is connected in a manner similar to that previously described, to the other setting lever el. ln this way the pipe or passage for the motive fluid is of uniform dimensions throughout its length and consequently is of uniform strength. The aforesaid concentric sleeves c. c pass through suitable glands and stutling boxes f7 arranged outside the casing of the engine and the inner extremity thereof contained within the interior of the rotary abutment a5 is carried by a ball bearing Fig. G.

The rotary abutmenta5 may be adapted to act in conjunction with one or more rotors a and when two rotors are provided the abutment would be centrally .arranged between the same as shown in Fig. 1. Suitable exhaust valves 7m, f1 would be arranged in the casing a above and below the rotary abutment and in close proximity thereto. lllith two rotors ai four exhaust valves are provided two above and two below the rotary abutment a5. Each valve would be provided with two ports or passages g, g, the former a radially disposed passage leading from the peripheiy or outer surface thereof to the main exhaust g, and the latter a circumferential passage or a passage made on the outer surface or periphery of the valve. The passage g is adapted to short circuit or form a by-pass between two short ports or passages g2, g3 formed in the casing of the engine at different points around the periphery ,of the rotary abutment, while the'passage g is only adapted to be brought into engagement with the passage g2 in the casing. Each valve f, 1 would be provided with similar ports or passages g, g and suitable lever and link mechanism gt is provided ,for lactuating the four exhaust valves simultaneously, so that each pair of diamet-rically opposed valves viz.: fg, f and flo, f1 would be set in the same position. In Fig. 1 the valves y@ are shown communicating with ythe passages g2 in the Casing a and the exhaust go, and the valves f1 short circuiting or forming a by-pass `between the passages g2, g3 in the casing. By arranging the exhaust valves in this manner the clearance or waste space in the exhaust passages or ports g2 g3 is considerably reduced and the motive fluid is capable of acting on the rotary abutment and rotors for a longer period of -the revolution tha-n has heretofore been the case. The abutment a5 during its revolution will first of all bring the port or opening e5 therein to register with the openings eg e4 in the concentric sleeves c, o and the motive fluid will enter the hollow gap (ZS Vor (It therein to act upon the tongue (Z2 of the rotor a5. Motive fluid will continue to enter the gap (Z3 in the abutment while the ports or passages e3, et, e5, are in engagement but so soon as the port e5 in the abutment passes over the ports e3, c4 in the concentric sleeves the supply of motive viuid will be cut off. The further movement of the abutment a5 will cause the tongue (Z2 of the rotor to leave the hollow gap therein and the motive fluid will act expansively on said tongue for .the remaining part of the revolution. The gap d3 or (Zt in the rotary abutment co5 will now pass one of the exhaust valves fg, flo which is set so as to short circuit the ports or passages g2 g3, formed in the casing t of the engine, and as the port g2 communicates with the space g5 in which the rotor a works the motive fluid remaining in the gap in the abutment will be able to flow through the by-pass and ports into the space g5 lto act on the rotor. In this manner the motive fluid in the gap d3 is adapted to act on the rotor a long after the steam in the ordinary way would have been cut off from the rotor. After leaving this exhaust valve the abutment will come to the second valve and the motive fluid in the hollow gap d3 therein will be exhausted, as the port in this valve will be in communication with the main exhaust passage gl. The space g5 in which the rotor e moves will also be placed in communication with the exhaust when the tongue or projection (Z2 thereon has passed the port in said valve. The same cycle of operations will take place during each half revolution of the rotary abutment a5 for each hollow gap d3 therein.

The reversing of the engine is eifected by changing the positions of the exhaust valves fg, f1 and at the same time imparting the desired angular movement to the concentric controlling sleeves c, 0.

The balancing of the motor wheels or rotors a on the rotor shaft may be effected by arranging the rotor tongues Z2 between the rotor wheels along the length of the shaft on opposite sides thereof. Perfect balance may thus be obtained without the provision of additional balance weights on the motor wheels.

Referring to Figs. 18 to 16 the cylindrical chamber a containing the rotor disks a and the abutment may be divided into two equal parts by a dividing wall or partition a. and theV rotor tongue d2 may be divided into a corresponding number of parts arranged between two motor or rotor disks a6 and on opposite sides of the rotor shaft see Figs. 15 and 16. The rotor disks a6 work in openings formed in said partitions and constitute a part thereof, Fig. 14. The rotary abutment a5 is also divided but as it only travels at half the speed of the rotor au, the gaps d3, Z4 in the respective parts thereof are arranged at right angles to each other. The admission ports are formed in the gaps in the abutment as in the previously described arrangement and the abutment is carried through the several parts or compartments of the engine. This arrangement is of considerable importance as it enables perfect balance to be obtained and alsorenders the engine self-starting and reversible when the admission sleeves and exhaust valves are correctly manipulated.

The improved engine may be compounded by arranging several abutment and rotor chambers along the abutment and rotor shafts VFig. 17, the several chambersrand members thereon being of sizes suited to the ratio of `expansion required and arranged as previously described to effect the perfect balancing of the engine. The tube or passage in the abutment shaft o for admitting the motive fluid is stopped at b21 at the high pressure abutment. Between this latter and the expansion abutment or at the outer end thereof, an annular chamber or receiver L22 is formed surrounding the hollow shaft b9 of the abutment. This annular chamber is adapted to receive the exhaust mot-ive fluid from the high pressure section of the engine prior to its admission to the expansion section of the engine as shown bythe arrows in Fig. 17. Suitable ports 62 are formed in the abutment shaft b9 and concentric controlling sleeves and the motive fluid 1s free to pass through the same to the rotor chambers. The control of the members for admitting the motive fluid to the expansion section of the engine is the same as m the high pressure section but the ports therein are made larger. The two sets of members in the respect-ive sections are coupled together by the shafts 621 and coupling @22 so as to be capable of simultaneous operation. No cut-off is, however, necessary in the expansion section. The exhaust valves of the respective sections are the same and they may be connected to two operating levers g4 mounted on the same shaft, Figs. 1 and 17, by means of link mechanism so as to be actuated by the same mechanism. It will be seen that a compound engine or an engine of any other order of expansion may be readily obt-ained by arranging the desired number of sections in the manner described. If desired the last section of the engine could be arranged to exhaust into a condenser and in this way would operate with a vacuum as is the case with condensing engines.

The steam ports and passages pertaining to the engine should be of suiiicient area or capacity to keep the velocity of the steam below the maximum rate permissible, and the length of the ports Vbe such that sufficient area is obtained without. exceeding a width of 15. In fact it is desirable to keep the width as much below this amount as possible and particularly so in the lirst or high pressure cylinder or chamber of a compound or expansion engine of this type.

The effect of the pressure of the motive medium on the axle and consequently on the bearings of the abutment and rotor is obviated in the present invention and the efficiency of the engine considerably increased. By having one rotor on each side of the engine the pressure of the abutment is applied on both sides thereof, and therefore bal-y anced. Again as the axles of the rotors are mounted in ball bearings the loss of power at these points is reduced toa minimum. The engine may be steam jacketed and lagged in the usual way and this would be mostnecessary if superheated steam was used as the motive medium.

What I claim and desirerto secure by Letters Patent of the United States is 1. In a rotary engine the combination of a rotary abutment having a depression therein, a rotor, a projection on said rotor adapted to engage with the depression in the abutment, a plurality of sleeves for controlling the admission of motive fluid tov said depression, valves for controllingthe exhaust from said depression and means in said Valves for maintaining communication of the motive fluid between the rotary abutment and rotor. Y

2. In a rotary engine the combination of aV rotary abutment having depressions therein, a' plurality of rotors, projections on said rotors adapted to engage the depressions in the abutment, -a plurality of concentric sleeves for controlling the admission of isoV motive fluid to the said depressions, valves for controlling the exhaust from said de` pressions and means in said valves for maintaining or lengthening the period of communication of the motive fluid between the rotary abutment and said rot-ors.

3. In a rotary engine the combination of a rotary abutment having depressions formed therein. a plurality of rotors, projections on said rotors, adapted to engage with the depressions in the abutment, a plurality of concentric sleeves for controlling the admission of motive fluid to said depressions, valves for controllingthe exhaust from said depressions and bly-passes formed in said valves for maintaining` or lengthen` ing the period of communication of the motive fluid between the rotary abutment and said rotors.

4. In a rotary engine the combination of a rotary abutment having depressions formed therein, a plurality of rotors, projections on said rotors adapted to engage with the depressions in the abutment, a plurality of concentric sleeves for controlA ling the admission of motive fluid to said depressions, exhaust valves arranged in close proximity to the rotary abutment, radial and circumferential ports in said exhaust valves and pairs of short ports in the engine casing adapted to be placedy in communication by the circumferential ports in the exhaust valves.

5. In a rotary engine the combination of af rotary abutment having depressions formed therein, a plurality of rotors, projections on said rotors adapted to engage with the depressions in the abutment, a plurality of concentric sleeves for controlling the admision of motive fluid to said depressions, exhaust valves arranged around the rotary abutment in close proximity thereto, radial and circumferential ports in said exhaust valves, pairs of short ports in the engine casing adapted to be connected by the circumferential ports in the exhaust valves and means for operating said exhaust valves so that diametri'cally opposed pairs are set in the same position.

(3. In a rotary engine the combination of a sectional casing, means for supporting the sections or parts of said casing on the axial line of the casing, a rotary abutment in said casing having depressions formed therein, a plurality of rotors', projections on said rotors adapted to engage with the depressions in the abutment, a pluralityof concentric sleeves for controlling the admission of motive fluid to said depressions, exhaust valves arranged around thegaotary abutment in close proximity thereto, radial and circumferential ports in said exhaust valves, pairs of short ports in the engine casing adapted to be connected by the circiunferential ports in the exhaust valves and means for operating said exhaust valves so that diametrically opposed pairs are set in the same position.

7. In a rotary engine the combination of a sectional casing, means -for supporting the sections or parts of said casing on the axial line of the casing, a rotary abutment in said casing having depressions formed therein and capable of longitudinal movement in said* casing, a plurality of rotors capable of longitudinal movement in the casing, projections on said rotors adapted to engage with the depressions in the abutment, a plurality of concentric sleeves for controlling the admission of motive fluid to said depressions, exhaust valves arranged around the rotary abutment in close proximity thereto, radial and' circumferential ports in said exhaust valves, pairs of short ports in the engine casing adapted to be connected by the circumferential ports in the exhaust valves and means for operating said exhaust valves so that diametrically opposed pairs are set in the saine position.

8. In a: rotary engine the combination of a sectionalv casing, means for supporting the sections or parts of said casing on the axial line of the casing, a rotary abutment having depressions formed therein and capable of longitudinal movement in the casing, ball bearings for said abutment, endv and pe ripheral packing pieces thereon, a plurality of rotors capable of longitudinal movement in the casing, projections on said rotors adapted to engage With the depressions in the abutment, a plurality of concentric sleeves for controlling. the admissionof motive fluid to said depressions, exhaust valves arranged around the rotary abutment in close proximity thereto', radial and circumferential ports in said exhaust valves, pairs of short ports inthe engine casing adapted to be connected by the circumferential ports in the exhaust valves and means for operating said exhaust valvesso that diametrically opposed pairs areset in the same position.

9. In a rotary engine the combination of a sectional casing, means for supporting the sections or parts of said casing on the axial line of the casing,- a rotary abutment having depressions formed therein and capable of longitudinal movement in the casing, ball bearings for said abutment, packing pieces for said abutment which are constituted by a plurality of parts capable of relative movement, a plurality of rotors capable of longitudinal movement in theY casing, projections on said rotors adapted" to engage with the depressions'in the abutment, a pluralityof concentric sleeves for controlling the admission of motive fluid'to said depressions, exhaust valves arranged around the rotary abutment in closeA proximity thereto,

radial and circumferential ports in said exhaust valves, pairs of short ports in the engine casing adapted to be connected by the circumferential ports in the exhaust valves and means for operating said exhaust valves so that diametrically opposed pairs are set in the same position.

l0. In a rot-ary engine the combination of a sectional casing, means for supporting the sections or parts of said casing on the axial line of the casing, a rotary abut-ment having depressions formed therein and capable of longitudinal movement in the casing, a hollow shaft on which said abutment is mounted and through which t-he motive Huid passes, a plurality of rotors capable of longitudinal movement in the casing, pro-v jections on said rotors adapted to engage with the depressions in the abutment, a plu-y rality of concentric sleeves for controlling the admission of mot-ive fluid to said depressions and which are arranged to extend beyond the hollow shaft of the abutment, exhaust valves arranged around the rotary abutment in close proximity thereto, radial and circumferential ports in said exhaust valves, pairs of short ports in the engine casing adapted to be connected by the circumferential ports in the exhaust valves and means for operating said exhaust valves so Copies of this patent may be obtained for ve cents each, 'by addressing the that diametrically opposed pairs are set in the same position.

11. In a rotary engine the combination of a rotary abutment having depressions formed therein, a shaft, a plurality of rotors, Wheels on said shaft, tongues arranged between said rotor Wheels along the length of the shaft on opposite sides thereof which are adapted to engage with the depressions in the rotary abutment, a plurality of concentric sleeves for controlling the admission of motive fluid to the depressions in the abutment and Whichl are arranged to extend beyond the hollovv shaftV of the abut ment, exhaust valves arranged around the rotary abutment in close proximity thereto, radial and circumferential ports in said exhaust valves, pairs of short ports in the engine casing adaptedfto be connected by the circumferential ports in the exhaust valves and meansfor operating said exhaust valves so that diametrically opposed pairs are set in the same position.

In testimony whereof I affix my signature in presence of tvvo Witnesses.

JOHN ROBT. HARPER.

IVitnesses:

T. SELBY WARDLE, WALTER J. SxnRrrnN.

Commissioner of Patents,

Washington, D. C. 

